JP5291807B2 - Auxiliary braking device for vehicle - Google Patents

Description

The present invention relates to an auxiliary braking device for a vehicle.
This application claims priority in 2010/01/20 based on Japanese Patent Application No. 2010-010263 for which it applied to Japan, and uses the content for it here.

Conventionally, for example, a blocking member that is coupled to a brake pedal and prevents the operation of the accelerator wire is provided. When the brake pedal and the accelerator pedal are operated simultaneously, the blocking member prevents the operation of the accelerator wire, thereby preventing the engine speed. An apparatus that prohibits ascent is known (see, for example, Patent Document 1).
Further, conventionally, for example, a device that reduces at least one of the intake air amount and the fuel supply amount to the engine when the brake device is operated is also known (see, for example, Patent Document 2).

Japanese National Utility Model Publication No. 64-29032 Japanese Unexamined Patent Publication No. 64-16445

  By the way, according to the device according to the above prior art, only the operation of the engine is automatically suppressed in conjunction with the operation of the brake pedal or the brake device, and the driving intention of the driver can be appropriately reflected. Therefore, the driver may feel uncomfortable with the vehicle behavior.

  The present invention has been made in view of the above circumstances, and it is possible to accurately reflect the driving intention of the driver in the driving behavior of the vehicle while ensuring the driving safety of the vehicle against the erroneous driving operation of the driver. An object of the present invention is to provide an auxiliary braking device for a vehicle.

The present invention employs the following means in order to solve the above problems and achieve the object. That is,
(1) An auxiliary brake device for a vehicle according to an aspect of the present invention includes an accelerator pedal operation amount detection unit that detects an operation amount of an accelerator pedal of a vehicle and outputs a detection result signal, and a brake pedal of the vehicle. Based on the signals output from the brake pedal operation amount detection means and the brake pedal operation amount detection means for detecting the operation amount and outputting a detection result signal, the vehicle Braking assisting means for assisting braking, wheel speed detecting means for detecting a wheel speed, which is the rotational speed of the wheel of the vehicle, and outputting a detection result signal, and the wheel speed output from the wheel speed detecting means Wheel speed difference calculating means for calculating a wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel based on the signal of the rear wheel and outputting a signal of the calculation result, the wheel speed difference calculating means If the wheel speed difference et outputted the signal is greater than or equal to a predetermined value, the braking assistance means assists the braking of the vehicle, the operation amount of the accelerator pedal after the increase in the operation amount of the brake pedal In addition, a prohibiting unit for prohibiting the braking assistance by the braking assisting unit when the braking assisting unit increases is further provided .
(2) In the case of the vehicle auxiliary braking device according to (1), the vehicle further includes a steering angle detection unit that detects a steering angle of the vehicle and outputs a detection result signal, and the prohibiting unit includes the steering unit. When the amount of change in the rudder angle obtained from the angle detection means is greater than or equal to a predetermined amount of change in the rudder angle, and the amount of operation of the accelerator pedal increases after the amount of operation of the brake pedal increases, the braking assistance means A configuration may be adopted in which the braking assistance by is prohibited.

(3) In the vehicle auxiliary braking device described in (1) or (2) above, the braking auxiliary means may assist braking of the vehicle by driving a throttle of the vehicle in a closing direction.

(4) In the vehicle auxiliary braking device described in (1) or (2) above, when the vehicle is provided with a motor for driving, the braking auxiliary means reduces energization to the motor or You may assist braking of the vehicle by stopping.

(5) In the vehicle auxiliary braking device described in the above (1) or (2) , the braking auxiliary means increases the pressurization amount of the wheel cylinder of the vehicle according to the operation amount of the brake pedal. You may assist braking of the vehicle.

In the vehicle auxiliary braking device described in (1) or (2) above, when the wheel speed difference between the front wheel speed and the rear wheel speed is less than a predetermined wheel speed difference, Acceleration according to the intention (that is, control of the throttle opening according to the operation amount of the accelerator pedal) is allowed. On the other hand, when the wheel speed difference is greater than or equal to the predetermined wheel speed difference, the vehicle's driving safety is secured against inappropriate driving operations by assisting braking of the vehicle regardless of the driver's intention to drive. However, the driving intention of the driver can be accurately reflected in the driving behavior of the vehicle. Furthermore, it is possible to accurately reflect the driver's intention to accelerate the driving behavior of the vehicle.

In any case described in the above (3) to (5) , the braking assistance of the vehicle can be accurately executed, and the traveling safety of the vehicle can be ensured against an inappropriate driving operation.

1 is a configuration diagram of a braking device to which an auxiliary braking device for a vehicle according to an embodiment of the present invention is applied. It is a flowchart which shows operation | movement of the auxiliary brake device for vehicles. It is a flowchart which shows operation | movement of the 1st modification of the auxiliary brake device for vehicles. It is a flowchart which shows operation | movement of the 2nd modification of the said auxiliary brake device for vehicles.

Hereinafter, an auxiliary braking device for a vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
As shown in FIG. 1, the vehicle auxiliary braking device 10 of the present embodiment includes a vehicle braking device 10 a, a throttle actuator 10 b, a motor control device 10 c that controls driving of the traveling motor M, and an accelerator pedal sensor 44. A brake switch 45, a parking brake switch 46, a rudder angle sensor 47, a hydraulic pressure sensor 48, a wheel speed sensor 49, and a control device 50.

  The brake device 10a includes a master cylinder 2 as a brake fluid pressure generator that generates brake fluid pressure by operating the brake pedal 1 by a driver. The master cylinder 2 is connected to, for example, the output port 4 connected to the wheel cylinders 3a and 3b of the left front wheel FL and the right rear wheel RR, and the wheel cylinders 3c and 3d of the right front wheel FR and the left rear wheel RL. And an output port 5.

The output port 4 of the master cylinder 2 and the wheel cylinders 3a and 3b of the left front wheel FL and the right rear wheel RR are connected by a connection path 11, and each wheel cylinder 3a and 3b is connected to the connection path 11 in parallel. The normally open solenoid valves 12 and 12 are inserted in the front.
The wheel cylinders 3a and 3b and the reservoir 13 for releasing the brake fluid pressure in the wheel cylinders 3a and 3b are connected by a release path 14. In the release path 14, normally closed solenoid valves 15 and 15 are inserted in parallel for the respective wheel cylinders 3a and 3b.

  The reservoir 13 stores brake fluid sent from the wheel cylinders 3a and 3b. The brake fluid is returned to the master cylinder 2 via a return path 18 in which a pump 16 and a damper chamber 17 provided upstream of the pump 16 and absorbing pump pulsation are inserted.

  A check valve 19 that allows the brake fluid to flow from the wheel cylinders 3 a and 3 b to the master cylinder 2 side is provided in parallel with the normally open solenoid valve 12. In addition, check valves 20 and 21 that allow the brake fluid to flow from the wheel cylinders 3 a and 3 b to the master cylinder 2 side are provided in series on the upstream side and the downstream side of the pump 16.

The output port 5 of the master cylinder 2 and the wheel cylinders 3 c and 3 d of the right front wheel FR and the left rear wheel RL are connected by a connection path 31. In the connection path 31, normally open solenoid valves 32 and 32 are inserted in parallel for the respective wheel cylinders 3c and 3d.
Each wheel cylinder 3c, 3d and the reservoir 33 for releasing the brake fluid pressure in each wheel cylinder 3c, 3d are connected by a release path 34. In the release path 34, normally closed solenoid valves 35, 35 are inserted in parallel for the respective wheel cylinders 3c, 3d.

  The reservoir 33 stores brake fluid sent from the wheel cylinders 3c and 3d. The brake fluid is returned to the master cylinder 2 via a return path 38 in which a pump 36 and a damper chamber 37 provided upstream of the pump 36 and absorbing pump pulsation are inserted.

  A check valve 39 that allows the brake fluid to flow from the wheel cylinders 3 c and 3 d to the master cylinder 2 side is provided in parallel with the normally open solenoid valve 32. Check valves 40 and 41 that allow the brake fluid to flow from the wheel cylinders 3 c and 3 d to the master cylinder 2 side are provided in series on the upstream side and the downstream side of the pump 36.

The normally open solenoid valves 12 and 32 are in a communication state by the urging force of the return springs 12b and 32b when the solenoids 12a and 32a are not energized, and the brake fluid pressure of the master cylinder 2 is set to the wheel cylinders 3a and 3b. , 3c, 3d, the wheel cylinder pressure is increased.
When the solenoids 12a and 32a are energized, the solenoids 12a and 32b are turned off against the biasing force of the return springs 12b and 32b, and the wheel cylinder pressures in the wheel cylinders 3a, 3b, 3c, and 3d are maintained.

  The normally closed solenoid valves 15 and 35 are cut off by the urging force of the return springs 15b and 35b when the solenoids 15a and 35a are not energized. When the solenoids 15a and 35a are energized, the solenoids 15a and 35b are in communication with each other against the urging force of the return springs 15b and 35b. The brake fluid escapes from the wheel cylinders 3a, 3b, 3c, and 3d, and the wheel cylinder pressure is increased. Depressurized.

The normally open solenoid valves 12 and 32 are normally open at a normal position where no current is supplied, and are moved to a closed state at a switching position due to current supply. Further, the normally closed solenoid valves 15 and 35 are normally closed at a normal position where there is no energization, and shift to an open state at a switching position due to energization. This is because operation compensation at the time of abnormality, so-called fail-safe is adopted.
In the normally open solenoid valves 12 and 32, when brake fluid pressure is applied from the master cylinder 2 side via the connection paths 11 and 31, the brake fluid pressure is the same as the urging direction of the return springs 12b and 32b. It acts in the direction, that is, the direction to the open state.

The normally open solenoid valves 12 and 32, the normally closed solenoid valves 15 and 35, and the motors (not shown) that drive the pumps 16 and 36 are controlled by the control device 50.
Based on the detection signals output from the accelerator pedal sensor 44, the brake switch 45, the parking brake switch 46, the rudder angle sensor 47, the hydraulic pressure sensor 48, and the wheel speed sensor 49, the control device 50 controls each wheel cylinder 3a, The brake fluid pressures 3b, 3c and 3d are controlled, the throttle opening degree is controlled by the throttle actuator 10b, and the energization amount to the traveling motor M is controlled by the motor control device 10c.

The accelerator pedal sensor 44 detects the amount of depression of an accelerator pedal (not shown) by the driver and outputs a detection result signal to the control device 50.
The brake switch 45 detects whether or not the driver depresses the brake pedal 1 (that is, whether the brake switch 45 is on or off), and outputs a detection result signal to the control device 50.
The parking brake switch 46 detects whether or not the driver depresses the parking brake (not shown) (that is, the parking brake switch 46 is turned on or off), and outputs a detection result signal to the control device 50. .
The steering angle sensor 47 detects the steering angle according to the steering input by the driver, and outputs a detection result signal to the control device 50.
The hydraulic pressure sensor 48 detects the brake hydraulic pressure of each wheel cylinder 3 a, 3 b, 3 c, 3 d and outputs a detection result signal to the control device 50.
The wheel speed sensor 49 detects the speeds of the left and right front wheels FL, FR and the rear wheels RL, RR (wheel speeds VW_FL, VW_FR, VW_RL, VW_RR) and outputs detection result signals.

  The control device 50, for example, outputs the brake hydraulic pressure output from the hydraulic pressure sensor 48 corresponding to the amount of depression of the accelerator pedal by the driver output from the accelerator pedal sensor 44 and the amount of depression of the brake pedal 1 by the driver. Based on the above, the braking assistance of the vehicle is controlled. Further, based on the wheel speed output from the wheel speed sensor 49, the control device 50 brakes the vehicle when the wheel speed difference that is the difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is equal to or greater than a predetermined value. To assist.

The control device 50 assists braking of the vehicle by driving the throttle in the closing direction of the throttle opening by the throttle actuator 10b, for example.
Further, the control device 50 assists braking of the vehicle, for example, by reducing the energization amount to the traveling motor M or stopping the energization by the motor control device 10c.
Further, the control device 50 assists braking of the vehicle by increasing the amount of pressurization of the brake fluid pressure of each wheel cylinder 3a, 3b, 3c, 3d, for example.

  Further, the control device 50, for example, depresses the accelerator pedal after an increase in the depression amount of the brake pedal 1 by the driver (that is, after an increase in brake fluid pressure corresponding to the depression amount of the brake pedal 1 occurs). When the operation amount increases to a predetermined operation amount or more and the change in the steering angle output from the steering angle sensor 47 is a predetermined change amount or more, the braking assistance of the vehicle is prohibited.

  The operation of the vehicular auxiliary braking device 10 of the present embodiment having the above-described configuration, that is, the operation for assisting braking of the vehicle will be described below.

First, for example, in step S01 shown in FIG. 2, it is determined whether or not the accelerator pedal is operated.
If this determination is “NO”, the flow proceeds to step S 02. In this step S02, the throttle opening is reduced, the energization amount to the traveling motor M is reduced, the brake fluid pressure increase amount of each wheel cylinder 3a, 3b, 3c, 3d is increased, and the vehicle Assist braking and go to the end.
On the other hand, if the determination is “YES”, the flow proceeds to step S03.

In this step S03, it is determined whether or not the brake pedal 1 has been operated, for example, depending on whether or not the brake switch is on or the brake fluid pressure is equal to or higher than a predetermined pressure.
If this determination is “YES”, the flow proceeds to step S 02 described above, and further to the end.
On the other hand, if the determination result in step S03 is “NO”, the process proceeds to step S04.
In step S04, it is determined whether or not the parking brake has been operated, for example, depending on whether or not the parking brake switch is on.
If this determination is “YES”, the flow proceeds to step S 02 described above, and further to the end.
On the other hand, if the determination result in step S04 is “NO”, the process proceeds to step S05.

In this step S05, it is determined whether or not the wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is a predetermined value or more.
If this determination is “YES”, the flow proceeds to step S 02 described above, and further to the end.
On the other hand, if the determination result in step S05 is “NO”, the process proceeds to step S06.
In step S06, without assisting the braking of the vehicle, the throttle is controlled so that the throttle opening degree according to the depression amount of the accelerator pedal is reached, and the process proceeds to the end.

  As described above, according to the vehicle auxiliary braking device 10 of the present embodiment, when the wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is less than a predetermined value, the driver's intention to drive is determined. Corresponding acceleration (that is, control of the throttle opening according to the amount of operation of the accelerator pedal) is permitted, and if the wheel speed difference is greater than or equal to a predetermined value, the vehicle is braked regardless of the driver's intention to drive. Assist. By performing such control, it is possible to accurately reflect the driver's driving intention in the driving behavior of the vehicle while ensuring the driving safety of the vehicle against an inappropriate driving operation.

Below, the 1st modification of the said embodiment is demonstrated.
In the first modification, first, for example, in step S11 shown in FIG. 3, it is determined whether or not an accelerator pedal operation has been performed.
If this determination is “YES”, the flow proceeds to step S 15 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S 12. In step S12, it is determined whether the wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel is equal to or greater than a predetermined value.
If the determination result of step S12 is “YES”, the process proceeds to step S13. In this step S13, the throttle opening is reduced, the amount of current supplied to the traveling motor M is reduced, the amount of brake fluid pressure applied to each wheel cylinder 3a, 3b, 3c, 3d is increased, and the vehicle Assist braking and go to the end.
On the other hand, when the determination result of step S12 is “NO”, the process proceeds to step S14. In step S14, without assisting braking of the vehicle, the throttle is controlled so that the throttle opening degree according to the depression amount of the accelerator pedal is reached, and the process proceeds to the end.

Further, in step S15, it is determined whether or not the brake pedal 1 has been operated, for example, depending on whether the brake switch is on or the brake fluid pressure is equal to or higher than a predetermined pressure.
If this determination is “YES”, the flow proceeds to step S12 described above, and further to the end.
On the other hand, if the determination result of step S15 is “NO”, the process proceeds to step S16.
In step S16, it is determined whether or not the parking brake has been operated, for example, depending on whether or not the parking brake switch is on.
If this determination is “YES”, the flow proceeds to step S12 described above, and further to the end.
On the other hand, when the determination result of step S16 is “NO”, the process proceeds to the above-described step S14 and further to the end.

Below, the 2nd modification of the said embodiment is demonstrated.
In the second modification, first, for example, in step S21 shown in FIG. 4, it is determined whether or not an accelerator pedal operation has been performed.
If this determination is “YES”, the flow proceeds to step S 25 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S22. In step S22, it is determined whether or not the wheel speed difference between the front wheel speed and the rear wheel speed is equal to or greater than a predetermined value.
If the determination result of step S22 is “YES”, the process proceeds to step S23. In step 23, the throttle opening is reduced, the amount of current supplied to the traveling motor M is reduced, the amount of brake fluid pressure applied to each wheel cylinder 3a, 3b, 3c, 3d is increased, and the vehicle Assist braking and go to the end.
On the other hand, if the determination result of step S22 is “NO”, the process proceeds to step S24. In step S24, the control is performed so that the throttle opening is set in accordance with the amount of depression of the accelerator pedal without assisting braking of the vehicle, and the process proceeds to the end.

In step S25, it is determined whether or not the brake pedal 1 has been operated, for example, depending on whether the brake switch is on or the brake hydraulic pressure is equal to or higher than a predetermined pressure.
If this determination is “NO”, the flow proceeds to step S 29 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S26.
In step S26, it is determined whether or not there is an accelerator pedal depressing operation amount equal to or greater than a predetermined operation amount after the operation of the brake pedal 1 and the steering angle change is equal to or greater than a predetermined change amount.
If this determination is “YES”, the flow proceeds to step S 24 described above.
On the other hand, if the determination result of step S26 is “NO”, the process proceeds to step S27.

In step S27, it is determined whether or not the operation speed of the brake pedal 1 is equal to or higher than a predetermined speed.
If this determination is “NO”, the flow proceeds to step S 22 described above.
On the other hand, if the determination result of step S27 is “YES”, the process proceeds to step S28. In step S28, the brake fluid pressure of each wheel cylinder 3a, 3b, 3c, 3d is maximized, and then the process proceeds to the end. In step S28, the braking force by the traveling motor M may be increased by fully opening the throttle opening and stopping or energizing the traveling motor M in the reverse direction.
In step S29, it is determined whether or not the parking brake has been operated, for example, depending on whether or not the parking brake switch is on.
If this determination is “YES”, the flow proceeds to step S 22 described above.
On the other hand, if the determination result of step S29 is “NO”, the process proceeds to step S24 described above.

  According to this second modification, the driver's intention to accelerate can be accurately reflected in the driving behavior of the vehicle.

  In the above-described embodiment, the control device 50, for example, regardless of the rudder angle output from the rudder angle sensor 47, after an increase in the depression amount of the brake pedal 1 by the driver (that is, the brake pedal 1). If the amount of depression of the accelerator pedal increases after the brake fluid pressure corresponding to the amount of depression is increased, the vehicle braking assistance may be prohibited.

  According to this vehicle auxiliary braking device, it is possible to accurately reflect the driver's driving intention in the driving behavior of the vehicle while ensuring the driving safety of the vehicle against the driver's erroneous driving operation. .

10 Vehicle auxiliary braking device 44 Accelerator pedal sensor (Accelerator pedal operation amount detecting means)
45 Brake switch 46 Parking brake switch 47 Steering angle sensor (steering angle detection means)
48 Fluid pressure sensor (Brake pedal operation amount detection means)
49 Wheel speed sensor (wheel speed detection means)
50 Control devices Steps S02, S13, S23, S28 Braking assist means Steps S05, S12, S22 Wheel speed difference calculating means Step S26 Inhibiting means M Traveling motor

Claims (5)

An accelerator pedal operation amount detection means for detecting an operation amount of the accelerator pedal of the vehicle and outputting a signal of a detection result;
Brake pedal operation amount detection means for detecting an operation amount of the brake pedal of the vehicle and outputting a detection result signal;
Braking assistance means for assisting braking of the vehicle based on the signals output from the accelerator pedal operation amount detection means and the brake pedal operation amount detection means;
Wheel speed detection means for detecting a wheel speed that is a rotational speed of the wheel of the vehicle and outputting a signal of a detection result;
A wheel speed difference calculation that calculates a wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel based on the wheel speed signal output from the wheel speed detection means, and outputs a calculation result signal. Means, and
When the wheel speed difference of the signal output from the wheel speed difference calculating means is greater than or equal to a predetermined value, the braking assistance means assists braking of the vehicle ;
The vehicle auxiliary device further comprising: prohibiting means for prohibiting the braking assistance by the braking assisting means when the operation amount of the accelerator pedal increases after the operation amount of the brake pedal increases. Braking device. A steering angle detection means for detecting a steering angle of the vehicle and outputting a detection result signal;
The prohibiting means has a change amount of the steering angle obtained from the steering angle detection means equal to or greater than a predetermined steering angle change amount, and the accelerator pedal operation amount has increased after the brake pedal operation amount has increased. The braking assistance by the braking assistance means is prohibited,
The auxiliary braking device for a vehicle according to claim 1 . The auxiliary braking device for a vehicle according to claim 1 or 2 , wherein the braking assist means assists braking of the vehicle by driving a throttle of the vehicle in a closing direction. The vehicle includes a motor for driving,
The braking assist means assists braking of the vehicle by reducing or stopping energization of the motor;
The auxiliary braking device for a vehicle according to claim 1 or 2 , characterized in that The braking assistance unit, according to claim 1 or claim 2, characterized in that to assist the braking of the vehicle by increasing the pressurization of the vehicle wheel cylinders corresponding to the operation amount of the brake pedal Vehicle auxiliary braking device.

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